Ship.



JOHN xJAMESy131m'rLFs'roN'E AND-'HENRY THOMAS JOHNSON, orfsumma-LAND,-`

ENGLAND. t Y

SHIP.

vSpecification of Letters Patent.

Patented oet; a2,- 1918er Application filed-February 12, 1916. Serial No. 77,853.

- T 0 all whom it may concern Beit known that we, JOHN JAMES BITTLE- STONEV and HENRY. THOMAS JOHNSON,- subjects of-theKing of Great Britain and. Ireland, residing atlSunderland, in the county of Durham, England, have invented new and useful Improvements in or Relatingto Ships, of whichlthe following-Ris a specification.

This finvention'relatestoshipa and has forl'its fobjectfto provide an improved form ofi inner skin therefor'.v The invention is apsideffofthe vessel being'preferably built up asv a separatey structure but beingv preferably onestructure .throughout its length. Transverse Ybulkheads may be provided between saidi inner skins fand the adjacent sides ofthe shi-p and` also between'said inner skins across thecer'itral1 ortionfof the ship.

*'Wefwill fiilly describe our-invention with reference'to kthe. accompanying drawings wherein Figure l iSra Adiagranimatie plan of'a ship provided with our improvedvl construction of inner? skins.; and? Figslandwfare part similar` views to Fig- 1illustrating modifications.

. Referringtoi- Figli 1A offthe drawings, :we

' providethefship' with an inner skin a at each side;I oflthevessel composed of A plates `curved and connected together soas'to form a series o-f-alternateivertical bulges :b and :recesses c. The .inner skins a ma extend the'full .length offthe vessel or t ey may only extend for 'aJIpOrtOn of the length. In the exain-ple` illustratedin-Fig. 1, the inner skins exten'dflfromffth'e Vfore-'peaktbulkhead d to theA l buil'khea'dlfc dividing." the cargo spacev from the.: boilers,-.enfginesana1nienke, which in this *case are"arranged"in the. stern of the vesselpilTheffradii to which the plating 0f thefrinnery skinsaisfset to form the alternate vertical Ibulges and recesses may vary asthe width of the ship varies, or! to meetl special circumstances.- Y theiradius ofv the ibulges b 1s `:approximately equalto: half the :width ofthe ship, thecenterscifromewhich .the 'icurves are'fstruck `being In they example lillustrated off-setv from the center line of the ship. As shown in the drawings, each'y of said corru-l gations and recesses taken together is nearly equal to the'beam of the fvessel, that-is,-th`e length-of the hull opposite al corrugationand an adjoining recess is equal or nearlyfe'qual tothe average beam'of vthe hull at'that point, as will be seeirveiy clearly 'from'the'drawing and particularly from Fig.-v 3,where the' transversebulkheads/c, 0, pywith the sides" g extending between! the bulkheads, dene practically a square.' Spaces f, are thus where required by frames or like devices.= fIf desired the plates of the inner skins maybe corrugated instead of plane.

Where they end, the iinner'skins a maybe connected to a transversewbulkhead such'asy the bulkhead e as indicated at the left-hand end of Fig. l. Or the plating of theinner.

skins a, may be'curved in toward the-center.k

line of the ship and connected together asindicated at L at the right-hand -end of 'F ig. 1,

and the curved endconnection LA may lbe con# nected by a short amidships bulkhead j to a transverser bulkhead, for example the forepeak bulkhead CZ. i

It will be seen vthat throughoutjits length the inner skinat each sideofthe vessel is rformed of continuous plating and the plating of the'inner skin atone side'of the ves'- sel is independent throughout itslength'of' the plating ofthein'ner skinfat thevr other side of the vessel,"though, as last described, the plating ofthe two inner skinsfmay be sometimes connected together at theirA ends.

The central space within the inner skins a may be divided into'independentcompartments or holds. For example,as indicated in Fig. 2, we may provide transverse bulk-V heads k, said'bulkheads preferably extending -between'fthe recesses c where the inner sidesigatthe points whereithe'inner skins La' approach; closest to the-sidesg assh'own" in Fig. 2, or may be arranged in line with the central transverse bulkheads k as shown 1n Fig. 3, or otherwise conveniently. Where the transverse bulkheads 0 are in line with the bulkheads la as illustrated at the lefthand of Fig. 3, there is no break in the continuity of the plating of lthe inner skins a as the latter pass through between the ends of the transverse bulkheads c and 0, but in some cases and as shown at the right-hand of Fig. 3, a single bulkhead p may be provided extending rom side to side of the ship, the plating of the inner skins a being connected to said bulkhead at either side thereof.

The spaces f between the inner skins and the sides g of the ship may be used for cargo, and may conveniently be used for carrying water ballast when no cargo is beingl carried.

InV cases where heavy cargoes, such as irony ore or heavy oils are being carried, the spaces f will be void of cargo, the cargo being congHned within the inner skins, and theV load will thus be arranged in a manner tending to improve the stability of the vessel. When cargoes, such as grain, light oils or other l liquids2 are being carried, the spaces f will be utillzedas cargo spaces.

The inner skins will tend to safeguard the vessel from dangerous Hooding in the case of collision orvdamage. Where the spaces f are divided into independent watertight compartments as above described, should a compartment at one side be Hooded and cause the vessel to list to that side, a compartment at the other side may -be Hooded to counterbalance the first Hooded compartment, any

known means being provided for admitting water to the compartments for this purpose.

By the peculiar construction of our improved inner skin less weight of material is required than in plane inner skins to give equal strength as the usual stiffeners necessary to support a plane inner skin are dis,- pensed with, and the cost of construction is further reduced because there are fewer riveted connections in our improved inner skin than in a plane inner skin. Moreover the longitudinal strength of the ship is increased. As no 'horizontally projecting stili"- eners are employed in our construction, improved ventilation is obtained and the com- :1 partments between the inner skins and the l i volving a fore-peak bulkhead, a bulkheadv sides of the ship are more readily cleaned.k No center line division of the ship is neces sary, and our improved construction tends to more advantageous loading where heavyV cargoes are carried as the cargo can be more evenly distributed throughout the length of cargo space than has hitherto been possible. `What we claim and desire to secure by Letters Patent is 1. In a ship, an interiorconstruction individing the cargo space from Vthe engine each side of the ship having alternate ver-v tical bulges and recesses disposed between said bulkheads, and transverse bulkheads disposed between the Said recesses, each of said bulges and recesses taken together be-4 ing nearly equal to the beam of the vessel the radius of said bulges being`v approximately equal to half the vwidth ofthe ship,

3. In a ship, an interior construction involving a fore-peak bulkhead, a bulkhead dividing the cargo space from the engine and boilers, and a corrugated4 inner skin on each side of the ship having alternate vertical bulges and recesses disposed between said bulkheads, and transverse bulkheads disposed between the said recesses, and

transverse bulkheads disposed between the' said recesses and the sides of the ship, each of said bulges and recesses taken together being nearly equal to the beam of the vessel, the radius of said bulges being approxi-` mately equal to half the widthof the ship.

L.L -In.a ship, an interior construction involving a fore-peak bulkhead, a bulkhead dividing the cargo space fromfthe engine and boilers,and a corrugated' inner skin on each side of the ship having alternate -vertical bulges and recesses disposed between said bulkheads, -and transverse bulkheads disposed between said bulges yand thesides of the ship, and transverse'bulkheads vdisposed between said recesses`, eachof said bulges and recesses taken together being nearly equal'to the beam of the vessel the radius of said bulges being approximately equal to half the width of the ship. 1

5. In a ship, an interior construction .involving a fore-peak bulkhead,'a bulkhead dividing the cargo space from the engine and boilers, and a corrugatedinnerskin on each side of the kship having .alternatev vertical bulges Vand recesses disposed between,

said bulkheads,v and'transvers'e ,bulkheads extending across the central portion of thev ship and transverse bulkheads extending be;

tween the inner skins and the adjacent sides of the ship'said side transverse bulkheads being. in line vwith said 'central rtransverse bulkheads and meetingftheinner skins lat the point where these approach closest tola gether, each of said bulges'and recesses taken together being nearly equalfto the-beanrofV the' vessel the radius 4oit' said bulges being'130 ses? AVAELABLE com? 1,282,371

approximately equal to half the Width of the ship. l

6. In a ship, an interior construction involving a fore-peak bulkhead, a bulkhead dividing the cargo space from the engine and boilers, and a corrugated inner skin on each side of the ship having alternate vertical bulges and recesses disposed between said bulkheads, said tWo inner skins at the forward end of thevessel forming a large bulge such as L, each of said bulges and recesses taken together being nearly equal to the beam of the vessel the radius of said bulges being approximately equal to half the Width of the ship.

In testimony vvhereol` We have signed our names to this speoiication in the presence of tvvo subscribing Witnesses.

JOHN JAMES BITTLESTONE. HENRY THOMAS JOHNSON.

Witnesses HERBERT HOWARD7 GEORGE FoRsTER.

Copies of this patent may be obtained for ve cents each, by addressing the "Commissioner of Patents,

Washington, D. C. 

